WO2007129734A1

WO2007129734A1 - End-floor speed control system for elevator

Info

Publication number: WO2007129734A1
Application number: PCT/JP2007/059604
Authority: WO
Inventors: Koichi Mishima; Shingo Maeda
Original assignee: Toshiba Elevator Kabushiki Kaisha
Priority date: 2006-05-09
Filing date: 2007-05-09
Publication date: 2007-11-15
Also published as: CN101437742B; JP4999355B2; JP2007302362A; CN101437742A

Abstract

When an elevator car descends to cause a contact plate to be in contact with an actuator section, a limit switch outputs a car detection signal to speed control means. Then, the speed control means compares overspeed thresholds set according to the distance from a deceleration start position (position where the limit switch is placed) and detected travel speed from a speed detector. When the detected travel speed exceeds an overspeed threshold, the control means forcibly decelerates the car to stop it.

Description

Specification

Elevator terminal floor speed control system

The present invention relates to a terminal floor speed control system for an elevator.

Background art

[0002] When the elevator car travels from the departure floor to the destination floor, it gradually decelerates after passing the deceleration start position set near the destination floor, and then arrives at the landing position on the destination floor by the subsequent landing control. It comes to floor. This is because if the destination floor is the last floor (top floor or bottom floor), the rider may crash into the top or bottom of the hoistway without sufficient deceleration in the deceleration zone due to some abnormality. This is to avoid this.

[0003] In order to avoid such a situation, in an ordinary elevator system, if an overspeed of the car is detected in the deceleration zone from the deceleration start position to the landing position, a brake is applied to the car. The terminal floor forced deceleration control for forcibly decelerating and stopping the vehicle is performed (for example, see Patent Document 1).

Patent Document 1: Japanese Patent Application Laid-Open No. 2004-123279

Disclosure of the invention

Problems to be solved by the invention

[0004] However, the conventional system has a complicated configuration in which many detection switches and corresponding devices are provided to detect the position of the car in the deceleration zone (Patent Literature).

(See Figure 7 in 1). Furthermore, the car position between each detection switch had to be calculated using a calculation method such as linear interpolation, and the car position detection operation was also complicated.

[0005] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an elevator terminal floor speed control system capable of simplifying the configuration. Means for solving the problem

[0006] As means for solving the above-mentioned problems, the invention according to claim 1 is characterized in that the contact plate mounted on the car and the terminal floor deceleration start before the terminal floor landing position in the hoistway are started. The car is decelerated at the terminal floor due to contact with the contact plate when approaching the car. When the car detection means that outputs a car detection signal indicating that it is located within the section and the car detection signal is input from the car detection means, the distance from the terminal floor deceleration start position is A speed control means that compares the overspeed threshold set in accordance with the detected traveling speed of the car and forcibly decelerates and stops the car when the detected traveling speed exceeds the overspeed threshold. And.

[0007] The invention according to claim 2 is the invention according to claim 1, wherein the speed control means obtains the distance from the terminal floor deceleration start position by integrating the detected traveling speed of the car. It is characterized by being.

[0008] The invention according to claim 3 is the invention according to claim 1, wherein the minimum level of the overspeed threshold immediately before the landing position of the terminal floor is the car and the traveling when stopped in the terminal floor deceleration zone. Is set to be higher than the maximum speed from the start to the end floor landing position, and the speed control means reruns the car after the car stops in the terminal floor deceleration zone In this case, the overspeed threshold used between the start of re-running and the arrival at the final floor landing position is fixed at this minimum level.

[0009] The invention of claim 4 is characterized in that, in the invention of claim 1, the overspeed threshold is set so as to decrease stepwise according to the distance from the terminal floor deceleration start position. It is a sign.

[0010] The invention according to claim 5 is characterized in that, in the invention according to claim 1, the overspeed threshold is set so as to gradually decrease in accordance with the distance from the terminal floor deceleration start position. Let's say.

[0011] The invention according to claim 6 is the invention according to claim 1, wherein the contact plate protrudes upward and downward from the upper end and lower end of the car by a set length, respectively. It is characterized by.

[0012] The invention described in claim 7 is the invention described in claim 1, characterized in that the car detecting means is a limit switch.

The invention's effect

[0013] According to the present invention, the contact plate is attached to the side surface of the car and the terminal floor deceleration starts. Since the car detecting means is arranged at the position and the overspeed threshold is set according to the distance from the terminal floor deceleration start position, the configuration can be simplified.

Brief Description of Drawings

FIG. 1 is a configuration diagram of an elevator terminal floor speed control system according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing an example of control characteristics when the speed control means in FIG. 1 performs deceleration control at the terminal floor.

FIG. 3 is a flowchart for explaining the operation of FIG.

FIG. 4 is an explanatory diagram showing an example of control characteristics when the speed control means in FIG. 1 actually performs deceleration control.

FIG. 5 is an explanatory diagram showing an example of control characteristics when the speed control means in FIG. 1 causes the car to re-run after the car stops in the terminal floor deceleration zone.

FIG. 6 is an explanatory diagram showing an example of control characteristics different from that in FIG. 2 when the speed control means in FIG. 1 performs deceleration control at the terminal floor.

BEST MODE FOR CARRYING OUT THE INVENTION

FIG. 1 is a configuration diagram of an elevator terminal floor speed control system according to an embodiment of the present invention. A hoistway 1 is formed in the building, and a car 2 can move up and down in the hoistway 1. One end of the main rope 3 is attached to the car 2. The middle part of the main rope 3 is wound around a lifting machine 4 installed in the machine room, and the other end passes through a deflecting sheave 5 and is then attached to a counterweight 6.

On the other hand, one end side and the other end side of the governor rope 7 are attached to the car 2. This governor rope 7 is wound through the governor 8 and the governor sheave 9.

The hoisting machine 4 is controlled by speed control means 11 provided in the elevator control device 10. The speed control means 11 inputs the detected traveling speed from the speed detectors 12 and 13 attached to the hoisting machine 4 and the governor 8, respectively, and compares it with a preset overspeed threshold value and terminates. Speed control is performed on the floor (top floor and bottom floor).

[0018] The reason why the two speed detectors are used is to increase the reliability so that the operation can be continued by using the other even if one of the detectors fails. FIG. 1 shows a configuration in which equipment such as a lifting machine 4, a governor 8, and an elevator control device 10 is installed in a machine room above the hoistway 1. However, in the case of an elevator system that does not have a machine room, these devices are installed near the top of the hoistway 1. Further, the elevator control device 10 may be installed near a landing on a specific floor.

[0020] At the bottom of the hoistway 1 is provided a pit for maintenance work of the car 2. On the floor of this pit, there are installed a car shock absorber 14 and a counter weight shock absorber 15 for reducing the shock when the car 2 and the counter weight 6 are dropped due to an accident.

[0021] A contact plate 16 that is long in the vertical direction, that is, in the up-and-down movement direction of the car 2, is attached to the side surface of the car 2. The contact plate 16 protrudes upward and downward from the upper end and lower end of the car 2 by a set length. In FIG. 1, the contact plate 16 is not shown so long, but in the present embodiment, it is assumed that the actual length of the contact plate 16 is about several tens of millions.

Further, a limit switch 17 having an actuator portion 17a to be contacted with the contact plate 16 is disposed at a predetermined position on the lowest floor, which is one terminal floor in the hoistway 1. This limit switch 17 functions as a car detection means. When the contact plate 16 comes into contact with the actuator portion 17a, a car detection signal indicating that the car 2 is located in the terminal floor deceleration zone is output to the speed control means 11. Therefore, the predetermined position where the limit switch 17 is disposed is the lowest floor deceleration start position before (upper) the landing position on the lowest floor of the car 2.

Similarly, a limit switch 18 having an actuator portion 18a is disposed at the uppermost floor deceleration start position of the uppermost floor, which is the other terminal floor in the hoistway 1. The car detection signal from the limit switch 18 is also output to the speed control means 11 in the same manner as the limit switch 17.

FIG. 2 is an explanatory diagram showing an example of control characteristics when the speed control means 11 performs deceleration control at the terminal floor. The speed control means 11 follows the normal deceleration pattern C1 and decelerates the car 2 from the time when the car 2 passes the deceleration start position P1, and then takes the landing position P2. I'm starting to land Rigaku 2

[0025] Then, in the deceleration section from the deceleration start position P1 to the landing position P2, overspeed thresholds S1 to S5 are set in which the level gradually decreases stepwise as the deceleration start position P1 moves away. . In addition, a governor operation level GL is set over the deceleration zone and the normal running zone above the maximum level overspeed threshold S1.

Next, the operation of FIG. 1 will be described based on the flowchart of FIG. Now, the car 2 is descending from the intermediate floor toward the lowest floor, and the speed control means 11 inputs the detected traveling speed from the speed detectors 12 and 13 (step 1). At this time, the speed control means 11 also receives a signal from the limit switch 17 (step 2), and based on this signal, determines whether or not the car 2 has entered the deceleration zone (step 3). If the contact plate 16 is not in contact with the actuator section 17a, the limit switch 17 does not output a car detection signal, and the determination result in Step 3 is “N0”, so the processing from Step 1 is repeated. .

When the contact plate 16 approaches the limit switch 17 and the lower end contacts the actuator unit 17a, the limit switch 17 outputs a car detection signal to the speed control means 11. As a result, the determination result in Step 3 is “YES”, and the speed control means 11 calculates the distance from the deceleration start position P1 of the car 2, that is, the current position (Step 4). The speed control means 11 of the present embodiment obtains the distance from the deceleration start position P1 by integrating the detected traveling speed from the speed detector 12 or 13.

Next, the speed control means 11 compares the overspeed threshold corresponding to the distance from the deceleration start position P1 with the detected traveling speed of the car 2 (step 5). If it is determined that the detected traveling speed is not overspeed, the speed control means 11 performs normal deceleration control according to the normal deceleration pattern C1 (steps 6 and 7). After that, perform landing control (Step 8) to finish all operations.

On the other hand, if it is determined that the detected traveling speed is an overspeed, the speed control means 11 performs the forced deceleration control (steps 6 and 9). After that, perform landing control (Step 8) and finish all operations.

FIG. 4 is an explanatory diagram showing an example of control characteristics when the speed control means 11 performs the forced deceleration control in step 9. In this figure, speed control means 11 implements car 2 Although the vehicle was driven in the direction of the arrow according to the driving trajectory and the deceleration control was performed after passing the deceleration start position PI, the vehicle was not sufficiently decelerated due to some abnormality, so the position

It is assumed that the detected traveling speed in PA exceeds the overspeed threshold S3.

[0031] Therefore, the speed control means 11 immediately executes the forced deceleration control on the lifting machine 4 and rapidly when the car 2 reaches the position PB so that the speed becomes a certain level or less. Reduce the traveling speed of car 2. This forced deceleration is based on the speed command to the inverter, and the brake is applied to the hoisting machine 4 in order to make it possible to rapidly reduce the speed level rather than lowering the rotational speed of the hoisting machine 4 (brake coil This is done by stopping energization of Therefore, the steep slope in the characteristic curve from position PA to position PB is determined by the performance of the lifting device 4 brake device.

[0032] In this way, the speed control means 11 reduces the speed of the car 2 at the position PB to a certain level or less, and then executes the landing control to land the car 2 at the landing position P2. .

[0033] As described above, one contact plate 16 is attached to the car 2 side, and one limit switch 17, 18 is arranged on the hoistway 1 side at the deceleration start positions of the uppermost floor and the lowermost floor. As a result, the configuration of the present embodiment is realized. Then, overspeed thresholds S1 to S5 are set according to the distance from the deceleration start position, and forced deceleration control is performed when the detected traveling speed exceeds the overspeed threshold. Therefore, the configuration is greatly simplified compared to conventional systems.

Incidentally, in the present embodiment, the lowest level overspeed threshold value S5 is larger than a certain level. This is because when the car 2 is once stopped in the deceleration zone due to a power failure accident or the like and the car 2 is re-traveled, the control by the speed control means 11 does not hinder the overspeed threshold. It is for doing so.

[0035] That is, FIG. 5 shows the speed characteristics from when the car 2 stops at the position PS in the deceleration zone until the car 2 arrives at the landing position P2 from the stop position PS. It is explanatory drawing which shows an example. As shown in this figure, the maximum speed of the car 2 from the stop position PS to the landing position P2 is Vmax, and the minimum level overspeed threshold S5 is set higher than this. Then, the speed control means 11 can be used for re-running after stopping. The overspeed threshold used in the event is fixed to be S5 over the entire deceleration zone.

[0036] Therefore, it is possible to avoid a situation in which the overspeed threshold is exceeded and the car 2 stops again in the deceleration zone before the car 2 moves from the stop position PS to the landing position P2. . On the other hand, if the overspeed threshold of a level lower than the overspeed threshold S5 is set up to the vicinity of the landing position P2 according to the distance from the deceleration start position P1, the car 2 is set to the landing position P2 It will stop again before it arrives.

[0037] In addition, the overspeed thresholds S1 to S5 shown in FIG. 2 are forces in which the level is reduced stepwise according to the distance of the deceleration start position P1, as shown in FIG. An overspeed threshold SC that gradually decreases can be used by connecting the upper edges of the thresholds S1 to S5.

[0038] In other words, in the case of the overspeed threshold S1 to S5 that change stepwise, the distance between the lower edge and the normal deceleration pattern C1 is small, and the speed of the car 2 is overspeed in actual driving. Since the phenomenon that the threshold value is exceeded tends to occur, the level of the normal deceleration pattern C1 cannot be so high. However, in the overspeed threshold SC that gradually decreases gradually, the edge that occurs in the overspeed threshold S1 to S5 does not occur, so it is possible to use the deceleration pattern C2 with a margin of speed over the normal deceleration pattern C1. become.

Claims

The scope of the claims

[1] a contact plate attached to the car;

Located at the terminal floor deceleration start position before the terminal floor landing position in the hoistway, the car is located in the terminal floor deceleration section due to contact with the contact plate when approaching the car A car detection means for outputting a car detection signal indicating that;

When the car detection signal is input from the car detecting means, the overspeed threshold value set according to the distance from the terminal floor deceleration start position is compared with the detected car traveling speed. A speed control means for forcibly decelerating and stopping the car when the detected traveling speed exceeds the overspeed threshold;

An elevator terminal floor speed control system characterized by comprising:

[2] The speed control means obtains the distance from the terminal floor deceleration start position by integrating the detected traveling speed of the car.

The elevator terminal floor speed control system according to claim 1, wherein:

[3] The minimum level of the overspeed threshold immediately before the final floor landing position is that the car that has stopped in the final floor deceleration section arrives at the final floor landing position after starting to travel. It is set higher than the maximum speed until

The speed control means may be used between the start of re-running and the arrival at the final floor landing position when re-traveling the car after the car has stopped in the terminal floor deceleration zone. The speed threshold is fixed at this minimum level.

The elevator terminal floor speed control system according to claim 1, wherein:

[4] The overspeed threshold is set to decrease stepwise according to the distance from the terminal floor deceleration start position.

The elevator terminal floor speed control system according to claim 1, wherein:

[5] The overspeed threshold is set so as to gradually decrease gradually according to the distance of the terminal floor deceleration start position force.

The elevator terminal floor speed control system according to claim 1, wherein:

[6] The contact plate protrudes a set length above and below the upper end and lower end of the car, respectively. The elevator final floor speed control system according to claim 1, wherein: The riding force lever detecting means is a limit switch,

The elevator terminal floor speed control system according to claim 1, wherein: